JP6553469B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  As background art of this technical field, there is patent documents 1. In this publication, the lower limit vehicle speed and the upper limit vehicle speed are set, the engine is stopped when the vehicle speed exceeds the upper limit vehicle speed, the power transmission mechanism between the engine and the wheels is opened, and the vehicle is traveled by coasting. Discloses a vehicle control device that starts the engine when the vehicle speed becomes equal to or lower than the lower limit vehicle speed, and accelerates the power transmission mechanism in the engaged state. Furthermore, a signal or the like is detected to determine whether it is necessary to stop the vehicle, and when it is determined that it is necessary to stop the vehicle, the engine stop is continued to the vehicle stop position to coast the vehicle. A vehicle control system for decelerating is disclosed.

  Here, when the power transmission mechanism is engaged, fuel supply to the engine is stopped, and the vehicle is driven (engine braking), the deceleration of the engine brake is the loss of the engine (motor loss). And intake loss etc.). On the other hand, when the vehicle is run (sailing stop) with the engine stopped and the power transmission mechanism opened, the deceleration of the sailing stop is smaller than the deceleration of the engine brake because it is only the running resistance. Become.

  Therefore, in Patent Document 1, it is determined that the vehicle needs to be stopped, and when the distance to the stop is equal to or more than the predetermined value, the sailing stop is performed, and the engine brake is performed if the distance to the stop is less than the predetermined value. Alternatively, a vehicle control device is disclosed that can increase engine stop time and improve fuel efficiency by decelerating with a brake.

JP 2012-47148 A

  In Patent Document 1 above, when it is determined that the vehicle needs to be stopped, the sailing stop and the engine brake are switched. However, there is a difference between the deceleration during sailing stop travel and the deceleration during engine brake travel, and it is necessary to make a gentle deceleration by switching to any one (such as when following a preceding vehicle) , Operability deteriorates. A specific description is shown in FIG.

  FIG. 1 shows deceleration time on the horizontal axis and energy loss on the vertical axis, and each point shows the required deceleration for a typical deceleration pattern. The deceleration required for the deceleration pattern at the lower right of the graph is small, and the deceleration required for the deceleration pattern at the upper left of the graph is large. Each line shows the degree of deceleration when traveling by engine brake and traveling by sailing stop, and in region I, the gear ratio is shifted to the low side in the engine braking state, or the desired reduction is achieved by applying the brake. I'm getting the speed. On the other hand, in the region II, in the deceleration pattern in which the deceleration is larger than the sailing stop and smaller than the engine brake, there is no means to be adjusted at present, and a difference occurs between the required deceleration and the required deceleration. In this case, there is a problem that the degree of deceleration assumed by the driver according to the situation deviates from the degree of deceleration of the actual vehicle, and the driver may feel discomfort.

  An object of the present invention is to reduce a driver's sense of incongruity by appropriately controlling a vehicle when traveling a vehicle capable of changing a plurality of traveling states different in power transmission state and engine driving state while traveling. I assume.

  The present invention is a vehicle control apparatus for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means, wherein power is transmitted by the power transmission mechanism, and the engine Power transmission engine stop traveling state for stopping the fuel supply of the vehicle, and motive power by the power transmission mechanism is shut off, fuel supply for the engine is stopped, and the braking force is more than the power transmission engine stop traveling state The vehicle running state includes a power cut-off braking running state in which the vehicle is caused to run by controlling the braking means so as to decrease the vehicle running state.

  According to the present invention, when running a vehicle capable of changing a plurality of traveling states different in power transmission state and engine driving state while traveling, it is possible to reduce the discomfort of the driver by appropriately controlling the vehicle. Can.

Diagram showing the relationship between deceleration time and energy loss for traveling on engine brakes and traveling on sailing stops The figure which shows the structure of the vehicle provided with the vehicle control apparatus in Example 1. Flow chart of control in the first embodiment Block diagram showing calculation of engine loss torque in the first embodiment Block diagram showing the required deceleration calculation in the first embodiment FIG. 7 is a diagram showing a correction method of required deceleration calculation in the first embodiment. The figure which shows the driving | running | working state in Example 1. The flowchart of the 3rd driving state in Example 1. Block diagram showing calculation of transmission loss torque lower limit value in the first embodiment FIG. 6 is a diagram showing a control mode of a third traveling state in the first embodiment. Flow chart at the time of coordination with the brake in the third running state in the first embodiment Time chart in the first embodiment The figure which shows the structure of the vehicle provided with the vehicle control apparatus in Example 2. The flowchart of the 3rd driving state in Example 2. The figure which shows the control form of the 3rd driving | running | working state in Example 2 The figure which shows another control form of the 3rd driving state in Example 2. Time chart in Example 2 The figure which shows the structure of the vehicle control apparatus in Example 3. Block diagram showing the required deceleration calculation in the third embodiment The figure which shows the reaction intensity | strength of the driver in Example 3

  Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

  FIG. 2 is a view showing a configuration of a vehicle provided with a vehicle control device in the present embodiment. As shown in FIG. 2, an engine 101 is mounted on a vehicle 100, and a driving force generated by the engine 101 is transmitted to a wheel 104 connected via a differential mechanism 103 via a power transmission mechanism 102. This causes the vehicle 100 to travel. Further, in order to decelerate the vehicle 100, the wheel 104 is provided with a brake mechanism 115, and the braking force changes according to the pressing amount of the brake pad in the brake mechanism 115, and the speed of the vehicle 100 is adjusted.

  The power transmission mechanism 102 includes a torque converter 116, an oil pump 117, a speed change mechanism 118, and a clutch mechanism 119 that can transmit and block power from the engine 101 to the wheels 104. In addition, the oil pump 117 is driven via an oil pump drive chain 120.

  Here, the transmission mechanism 118 is not limited to a stepped transmission, and may be a continuously variable transmission in which a belt or a chain and a pulley are combined. The clutch mechanism 119 is not limited to between the transmission mechanism 118 and the differential mechanism 103, and may be provided between the oil pump drive chain 120 and the transmission mechanism 118.

  A starter motor 105 is attached to the engine 101 as a starting device, and the starter motor 105 is driven by supplying electric power from the battery 108, and the engine 101 also rotates in conjunction with the rotation of the starter motor 105. Here, the engine starter is not limited to the starter motor 105, and may be a motor having functions of a starter motor and a generator. Further, the engine 101 is provided with a means 121 for detecting the engine speed. The starter motor 105 is driven, and when the engine speed reaches a predetermined value or more, fuel supply is started and ignited. Start the engine.

  A generator 106 is connected to the engine 101 via a drive belt 107. The generator 106 can generate electric power by rotating following the rotation of the crankshaft. The generator 106 has a mechanism for making the generated voltage variable by controlling the field current, and it is also possible to stop the generated output.

  The electric power generated by the generator 106 is supplied to the battery 108 and the on-vehicle electrical component 109. The in-vehicle electrical component 109 includes an actuator for operating the engine 101, for example, a fuel supply device, an ignition device, and a controller 111 for controlling them, a lighting device such as a headlight, a brake lamp, and a direction indicator, and a blower fan. And air conditioning equipment such as a heater.

  The controller 111 is detected by an accelerator pedal depression amount detecting means 112 for detecting an accelerator pedal depression amount, a brake pedal depression amount detecting means 113 for detecting a brake pedal depression amount, and a vehicle speed detecting means 114 for detecting a vehicle speed. Enter information.

  The brake mechanism 115 changes the pressing amount of the brake pad according to the command value from the controller 111 as well as the mechanism for controlling the braking force, with the pressing amount of the brake pad changing according to the brake pedal depression amount of the driver. It may be equipped with a possible motorized actuator mechanism.

  In the vehicle control device according to the present embodiment, the power transmission engine stop traveling state (specifically, a second traveling state described later) and the power cutoff braking traveling state (specifically, as the vehicle traveling state). It has a 3rd driving | running | working state mentioned later and a coasting driving | running | working state (specifically, the 1st driving | running | working state mentioned later). The power transmission engine stop traveling state is a mode in which power is transmitted by the power transmission mechanism and fuel is stopped from the engine to drive the vehicle. In the power cut-off braking running state, the power by the power transmission mechanism is cut off, the fuel supply of the engine is stopped, and the vehicle is run by controlling the braking means so that the braking force becomes smaller than the power transmission engine stop running state. It is. The coasting mode is a mode in which the power transmission mechanism shuts off the power, the engine fuel supply is stopped, and the vehicle travels with inertia without braking by the braking means.

  The control method in the first embodiment will be described in detail with reference to FIGS. First, FIG. 3 shows a flowchart of control in the embodiment.

  In accelerator off determination S201, when the accelerator depression amount detecting means 113 detects that the accelerator depression amount is zero, it is determined that the accelerator is off, and the process proceeds to S202. When the accelerator depression amount is not zero, processing of this control is performed. finish.

ここで、Mは車両重量、C_dは空気抵抗係数、Sは車両の前面投影面積、Vは車両速度、μは転がり抵抗係数、gは重力加速速度、θは路面勾配を表している。 In the clutch release deceleration estimation S202, the vehicle deceleration α _s when the clutch is released is estimated by the equation (1).

Here, M represents the weight of the vehicle, _Cd represents the air resistance coefficient, S represents the front projection area of the vehicle, V represents the vehicle speed, μ represents the rolling resistance coefficient, g represents the gravity acceleration speed, and θ represents the road surface gradient.

ここで、F_eはエンジン１０１への燃料供給を停止した状態で、トルクコンバータ１１６およびクラッチ機構１１９が係合した状態におけるエンジン損失トルクを表している。 In the clutch engagement during deceleration estimation S203, it estimates the vehicle deceleration alpha _e during clutch engagement by equation (2).

Here, F _e is in a state of stopping the fuel supply to the engine 101, which represents the engine torque loss in a state in which the torque converter 116 and the clutch mechanism 119 is engaged.

Engine torque loss F _e is changed by the engine rotational speed. Further, since the gear ratio of the transmission mechanism 118 changes according to the vehicle speed, the engine rotational speed also changes. Therefore, as shown in FIG. 4, first, the transmission ratio is calculated based on the transmission line when the accelerator depression amount is zero in the transmission ratio calculation 301, and the engine speed is output based on the vehicle speed and the transmission ratio. Then, the engine torque loss calculation 302 calculates the engine torque loss F _e based on engine speed. Here, by using the shift line when the accelerator depression amount is zero, the engine speed can be minimized, and as a result, the engine torque loss can be minimized.

In the required deceleration estimation S204, the deceleration required by the driver is estimated. Specifically, as shown in the request deceleration calculating (slotted) 401 in FIG. 5, the amount of depression detection unit 113 of the brake pedal, when the amount of brake depression is less than a predetermined value b _on the above zero (region I) It is determined that there is a travel intention by inertia, and a required deceleration α _d which is a deceleration requested from the driver by the driver operation is set as a vehicle deceleration α _s at the time of clutch release. Here, b _on is an area in which no brake braking force is generated (brake play).

When the depression amount is larger than the predetermined value b _on (region II), the larger the braking depression amount is set, the larger the braking force is generated.

Here, the required deceleration estimation S204 is not limited to FIG. 5, but may be set as shown in FIG. The dotted line in FIG. 6 represents the deceleration that occurs during engine braking and when sailing is stopped. In case the brake depression amount is larger than the predetermined value b _on (region II), when the engine brake, the torque of the engine loss is transmitted to the wheels, for the same brake depression amount, during engine braking than during sailing stop This requires a larger deceleration, which makes the brake feeling uncomfortable. Thus, as shown in FIG. 6, at the time of sailing stop, when the amount of brake pedal depression is smaller than the predetermined value b _on (region I) is a request deceleration alpha _d is a deceleration required by the driver by the driver operation, If the vehicle deceleration α _s at the time of clutch release is assumed and the brake depression amount is larger than the predetermined value b _on (Region II), the required deceleration α _d required by the driver by the driver operation is the required deceleration α _d at the engine brake Set to deceleration. Thereby, the same braking force can be generated with respect to the same brake depression amount, and it can be expected that the deterioration of operability is suppressed.

In S205, by comparing the vehicle deceleration alpha _s when requested deceleration alpha _d and the clutch open, when required deceleration alpha _d is more than alpha _s, the process proceeds to S206, when the alpha _d is less than alpha _s, the process proceeds to S207 .

  In the first traveling state in S206, as shown in FIG. 7A, traveling is performed with the clutch mechanism 119 opened and fuel supply to the engine 101 stopped. Here, if the clutch mechanism 119 is released, the torque converter 116 may be kept in the engaged state.

In S207, by comparing the vehicle deceleration alpha _e when requested deceleration alpha _d and the clutch engagement when required deceleration alpha _d is less than alpha _e, the process proceeds to S208, when the request deceleration alpha _d is alpha _e large, Go to S209.

  In the second traveling state of S208, as shown in FIG. 7B, the state where the torque converter 116 and the clutch mechanism 119 are both engaged and the fuel supply to the engine 101 is stopped (so-called engine braking state) Carry on at

  In the third traveling state of S209, as shown in FIG. 7C, the clutch mechanism 119 is engaged, the torque converter 116 is opened, and the transmission is decelerated due to the transmission loss. In this case, the fuel supply to the engine 101 may be stopped.

  As shown in FIG. 7 (a), the state where both the torque converter 116 and the clutch mechanism 119 constituting the power transmission mechanism are engaged is referred to as a “transmission” state, and as shown in FIG. 7C, the torque converter 116 is released but the clutch mechanism 119 is engaged, as in the case of a “half transmission” state. The control unit can also be expressed as follows. That is, this vehicle control device is a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle to any one of transmission, half transmission, and cutoff, and a braking means for obtaining deceleration. A fuel stop running state in which fuel supply to the engine is stopped, the fuel stop running state is realized, the power transmission mechanism is controlled to the cut-off state, and the power The braking means is controlled to obtain a deceleration smaller than the deceleration of the vehicle in a traveling state in which the transmission mechanism is controlled to be transmitted.

The specific process of S209 will be described with reference to FIG. First, the target torque loss F _t at S501, based on the request deceleration alpha _d and the vehicle deceleration alpha _s during clutch opening is calculated by the equation (3).

Next, in S502, the transmission loss lower limit value F _{m — min} is calculated based on the vehicle speed and the gear ratio. The specific process is shown in FIG. First, the vehicle speed is input to the transmission input rotation speed calculation 601, and the transmission input rotation speed is calculated based on the shift line when the accelerator depression amount is zero. Here, by using the shift line when the accelerator depression amount is zero, the torque transmitted to the wheel 104 is reduced when switching from the second traveling state to the first traveling state, and the shock at the time of switching is reduced.

Next, the lower limit pressure _Pmin of the transmission oil pump and the transmission input rotational speed are input to the transmission torque loss 602, and the transmission torque loss lower limit value _{Fm_min} is calculated. Here, the lower limit pressure P _min of the transmission oil pump is calculated on the basis of the minimum pressure required to bring the clutch mechanism 119 and the like into an engaged state.

In S503, compares the transmission loss lower limit F _{m_min} and the target torque loss F _t, when the transmission loss lower limit F target torque loss F _t than _{m_min} smaller proceeds to S504, the processing of the clutch mechanism 119 as an open state Finish. Proceeds when the transmission loss lower limit F _{m_min} target torque loss F _t than is large S505, the engaged state of the clutch mechanism 119 to adjust the transmission losses by controlling the transmission ratio.

  The control mode in the third traveling state according to the present embodiment is not limited to FIG. 7C, and as shown in FIG. 10A, after the clutch mechanism 119 is in the open state, deceleration by only the brake mechanism 115 is performed. It may be Further, as shown in FIG. 10 (b), coordinated control of the brake mechanism 115 and the power transmission mechanism may be employed.

The specific process of S209 by the brake mechanism and the power transmission mechanism will be described with reference to FIG. If the transmission loss lower limit F target torque loss F _t than _{m_min} is small in S503, the open state of the clutch, the process proceeds to the deceleration adjusting process according S1101 brake. Thus, by the engagement of the clutch mechanism 119, it is possible to prevent the transmission loss F _{m_min} becomes smaller deceleration than would request deceleration is greater than the target torque loss F _t.

On the other hand, when the transmission loss lower limit F target torque loss F _t than _{m_min} is large, the flow proceeds to the power transmission mechanism and the cooperative brake deceleration adjusting process of S1102.

  In the power transmission mechanism and the brake coordination deceleration adjustment processing S1102, loss of the power transmission mechanism is generated with priority. That is, as shown in FIG. 12, this means that the clutch mechanism 119 is engaged to increase the transmission input rotational speed. Thereby, when switching to the first traveling state, it is possible to quickly put the torque converter into the engaged state. Further, when the transmission loss cannot cover the target loss torque difference, the required deceleration can be achieved by adjusting the brake loss amount, and the drivability is improved.

In a conventional vehicle control system, an engine brake that brakes due to an engine loss has a relatively large braking force and thus brakes more than necessary, and the engine must be driven again to maintain or increase the speed. There was a case.
In this respect, according to the vehicle control device of the present embodiment, when traveling a vehicle capable of changing a plurality of traveling states different in the power transmission state and the driving state of the engine while traveling, the vehicle is appropriately controlled. , The driver's uncomfortable feeling can be reduced. That is, according to the vehicle control device of the present embodiment, it is possible to generate a deceleration larger than the deceleration during sailing stop traveling and smaller than the deceleration during engine brake traveling. Therefore, the operability of the driver when the driver performs manual operation is also improved. In addition, it is effective not only in manual driving but also in automatic driving to reduce the driver's discomfort by using the power cutoff braking traveling state as described in the example of the vehicle control device.

  In the present embodiment, of the traveling resistance of the vehicle, a vehicle having means capable of adjusting the air resistance will be described. Here, as means for adjusting the air resistance, as shown in FIG. 13, there are a front air resistance adjusting mechanism 801 attached to the front of the vehicle, a rear air resistance adjusting mechanism 802 attached to the rear of the vehicle, and the like. One example of the front air resistance adjustment mechanism 801 is to control the flow of air by opening and closing the shutter, and the air resistance becomes larger when the shutter is open than when the shutter is closed. In addition, as an example of the rear air resistance adjusting mechanism 802, the air flow is controlled by switching the storage state and non-storage state of the spoiler or adjusting the angle of the spoiler in the non-storage state, and the spoiler appears. And, the larger the angle, the greater the air resistance.

The control method in a present Example is demonstrated using FIG. Specifically, as shown in FIG.
First, the target torque loss F _t at S501, based on the request deceleration alpha _d and the vehicle deceleration alpha _s during clutch opening is calculated by the equation (3).

Next, in S502, the transmission loss lower limit value F _{m — min} is calculated based on the vehicle speed and the gear ratio. Next, the lower limit pressure _Pmin of the transmission oil pump and the transmission input rotational speed are input to the transmission torque loss 602, and the transmission torque loss lower limit value _{Fm_min} is calculated. Here, the lower limit pressure P _min of the transmission oil pump is calculated on the basis of the minimum pressure required to bring the clutch mechanism 119 and the like into an engaged state.

In S503, it compares the transmission loss lower limit F _{m_min} and the target torque loss F _t, when the transmission loss lower limit F target torque loss F _t than _{m_min} is small, the process proceeds to S901, the transmission loss lower limit F _{m_min} If the target loss torque _Ft is larger than the above, the process proceeds to the power transmission mechanism and brake cooperative deceleration adjustment processing in S505.

  In the power transmission mechanism and the brake coordinated deceleration adjustment processing S505, the loss of the power transmission mechanism is generated with priority. That is, as shown in FIG. 7, this means that the clutch mechanism 119 is engaged to increase the transmission input rotational speed.

In S901, the upper limit value f _{a_max} of the air resistance loss is calculated. Specifically, air resistance losses f _a is calculated by equation (4), to adjust the air resistance loss by changing the C _d value.

ここで、C_dtは空気抵抗を調整可能な手段の制御状態によって制限されるため、式(6)に示すように、空気抵抗を調整可能な手段が、その状態において変化しうるC_d値の最大値C_{d_max}と、目標C_d値C_dtの内、小さい方を選択した結果を空気抵抗損失の上限値f_{a_max}として出力する。

Therefore, when the C _d value in the second driving state and C _d2, if the target C _d value in the third driving state of the C _dt, air resistance loss increment f _{a_s} is be calculated by the formula (5) it can.

Since C _dt is limited by the control state of the adjustable means air resistance, as shown in equation (6), adjustable means of air resistance, the C _d that may vary in their state The result of selecting the smaller one of the maximum value C _{d_max} and the target C _d value C _dt is output as the upper limit value f _{a_max} of the air resistance loss.

In S902, as shown in FIG. 17, the target loss torque F _t is realized by compensating for the loss torque that could not be realized by the air resistance loss f a — _max by the amount of brake loss. As a result, it is possible to reduce the share of the brake loss amount, and it is possible to prevent overheating and wear of the brake pads.

  The control mode in the third traveling state according to the present embodiment is not limited to FIG. 15. After the clutch mechanism 119 is opened as shown in FIG. 16 (a), deceleration is performed only by means capable of adjusting the air resistance. It may be Moreover, as shown in FIG.16 (b), you may decelerate by the cooperative control of the means which can adjust an air resistance, and a power transmission mechanism. Furthermore, as shown in FIG. 16 (c), the brake mechanism 115 and the air resistance may be decelerated by cooperative control of adjustable means.

  FIG. 18 is a diagram showing a configuration of a vehicle control device in the present embodiment.

  In the present embodiment, a front situation recognition unit 1101 is further provided, and the front situation recognition unit 1101 is provided with at least one of a navigation system, a camera, a radar, an inter-vehicle communication or a road-vehicle communication module.

ここで、V_fは先行車の速度、V_eは自車の速度、Dは自車と先行車の車間距離を表し、車間時間が小さく、相対速度が大きいほど、要求減速度は小さくなるように設定する。また、要求減速度は、相対速度V_rと車間時間THWを基に、式(9)を用いて算出してもよい。

The required deceleration estimation S204 using the forward situation recognition means in this embodiment will be described. More specifically, when it is determined that the preceding vehicle not detected outputs required deceleration (system determined) as 0, when it is determined that the preceding vehicle detection, as shown in FIG. 19, the relative velocity V _r Based on the inter-vehicle time THW, a required deceleration calculation (system judgment) 1201 is calculated and output. Here, the relative speed V _r and the inter-vehicle time THW are calculated by the equations (7) and (8).

Here, V _f represents the speed of the preceding vehicle, V _e represents the speed of the vehicle, D represents the distance between the vehicle and the preceding vehicle, and the required deceleration decreases as the distance between the vehicle decreases and the relative speed increases. Set to The request deceleration, based on the relative velocity V _r and the time headway THW, may be calculated using Equation (9).

  Here, C represents a driver dependent constant. C is not limited to a fixed value, and may be switched according to a traveling scene or the like. Specifically, as shown in FIG. 20, the traveling state of the own vehicle is classified into “acceleration”, “constant speed”, and “deceleration” based on the own vehicle speed, and the current traveling state and the forward situation recognition means Change C based on the predicted driving condition. C represents the strength of the driver's response to the change in the front situation. Therefore, if there is no change in the current driving state and the predicted driving state, C1 when turning to acceleration, C3 when turning to constant speed, C4 when turning to constant speed, the magnitude relationship of C4> C2> Set C3> C1. The predicted traveling state is determined based on the preceding vehicle information (deceleration of the preceding vehicle, brake lamp, blinker) and road information (signal color, intersection, curve, uphill, downhill, etc.). As a result, the estimation accuracy of the driver's request deceleration accompanying the change in the front situation is improved.

Of the forward required deceleration _{αd, one} of the required deceleration (driver operation) 401 and the required deceleration (system determination) 901, whichever is smaller in deceleration, is adopted as the required deceleration. As a result, it is possible to realize an appropriate deceleration while ensuring safety. In addition, when the system realizes an appropriate deceleration, it is possible to reduce the frequency of driver operations and improve comfort.

Reference Signs List 100 vehicle 101 engine 102 power transmission mechanism 103 final reduction gear 104 differential reduction gear 105 starter motor 106 generator 107 drive belt 108 battery 109 vehicle electrical equipment 111 controller 112 accelerator depression amount detection means 113 brake depression amount detection means 114 vehicle speed detection means 115 Brake mechanism 116 Torque converter 117 Oil pump 118 Transmission mechanism 119 Clutch mechanism 120 Oil pump drive chain 121 Engine rotation speed detection means 1101 Front situation recognition means

Claims (8)

A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
A power transmission engine stop running state in which power is transmitted by the power transmission mechanism, fuel supply of the engine is stopped and the vehicle is driven;
Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And a traveling state as the vehicle traveling state
A vehicle control apparatus for controlling a vehicle having a forward condition recognition means for detecting the forward situation, on the basis of the forward situation running state recognizing means thus is predicted, the vehicle driving state from the plurality of vehicle running state The vehicle control apparatus characterized by selecting.   A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
  A power transmission engine stop traveling state in which power is transmitted by the power transmission mechanism and the fuel supply of the engine is stopped to cause the vehicle to travel;
  Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And having a running state as a vehicle running state,
  The vehicle is provided with a required deceleration estimating means for estimating a required deceleration, and is made to travel in a traveling state selected from the respective traveling states based on the deceleration estimated by the required deceleration estimating means,
The required deceleration estimation means generates a braking force from zero when the accelerator pedal operation amount is zero and the brake pedal operation amount is zero. The required deceleration is set to a predetermined value up to the operation amount threshold, and when the brake pedal operation amount becomes larger than the operation amount threshold at which the braking force is generated, the request deceleration is decreased according to the brake pedal operation amount. A vehicle control apparatus characterized by estimating as follows.   A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
  A power transmission engine stop traveling state in which power is transmitted by the power transmission mechanism and the fuel supply of the engine is stopped to cause the vehicle to travel;
  Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And a traveling state as a vehicle traveling state,
  The vehicle is provided with a required deceleration estimating means for estimating a required deceleration, and is made to travel in a traveling state selected from the respective traveling states based on the deceleration estimated by the required deceleration estimating means,
  The system includes a front situation recognition unit that recognizes a front situation of the vehicle, a unit that detects an operation amount of an accelerator pedal, and a unit that detects an operation amount of a brake pedal, and the required deceleration estimation unit is based on the front situation recognition. A vehicle control apparatus characterized by comparing the calculated system request deceleration with the driver request deceleration calculated based on the accelerator pedal operation amount and the brake pedal operation amount, and outputting the smaller one as the required deceleration.   A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
  A power transmission engine stop running state in which power is transmitted by the power transmission mechanism, fuel supply of the engine is stopped and the vehicle is driven;
  Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And having a running state as a vehicle running state,
  The braking means controls at least one or more of a transmission mechanism capable of adjusting a transmission loss, a brake mechanism capable of controlling a braking force regardless of a brake pedal operation amount, or a means capable of adjusting an air resistance. Adjust the vehicle deceleration,
  A demand deceleration estimation means for estimating the required deceleration;
  A vehicle control apparatus characterized in that the braking means changes the ratio of the amount of loss by the transmission mechanism and the amount of loss by the braking mechanism based on the required deceleration and the vehicle speed information estimated by the required deceleration estimation means. .   A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
  A power transmission engine stop traveling state in which power is transmitted by the power transmission mechanism and the fuel supply of the engine is stopped to cause the vehicle to travel;
  Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And having a running state as a vehicle running state,
  The braking means controls at least one or more of a transmission mechanism capable of adjusting a transmission loss, a brake mechanism capable of controlling a braking force regardless of a brake pedal operation amount, or a means capable of adjusting an air resistance. Adjust the vehicle deceleration,
The vehicle control device comprises demand deceleration estimation means for estimating a required deceleration, and has demand loss torque means for computing a demand loss torque based on the deceleration estimated by the demand deceleration estimation means, A vehicle control apparatus characterized in that the required loss torque is outputted by the brake mechanism when the minimum value of the loss torque by the transmission mechanism is larger than the required loss torque.   A vehicle control device for controlling a vehicle having a power transmission mechanism for controlling a power transmission state between an engine and an axle, and a braking means,
  A power transmission engine stop running state in which power is transmitted by the power transmission mechanism, fuel supply of the engine is stopped and the vehicle is driven;
  Power cut-off braking is performed to cut off the power by the power transmission mechanism, to stop the fuel supply of the engine, and to control the braking means so that the braking force becomes smaller than the power transmission engine stop traveling state. And having a running state as a vehicle running state,
A demand deceleration estimation means for estimating the required deceleration;
  The braking means changes the ratio of the amount of loss by the means capable of adjusting the air resistance and the amount of loss by the braking mechanism based on the required deceleration and the vehicle speed information estimated by the required deceleration estimation means. Vehicle control device. In the vehicle control device according to claim 3 ,
A vehicle control apparatus characterized in that the system request deceleration calculated based on the front situation recognition is corrected according to the deceleration of the preceding vehicle and the deceleration of the own vehicle. In the vehicle control device according to claim 3 ,
The system requirement deceleration calculated based on the preceding situation recognition makes the correction amount when the deceleration of the preceding vehicle is larger than zero larger than the correction amount of the preceding vehicle's deceleration, and further, A vehicle control apparatus characterized in that the correction amount when the deceleration of a preceding vehicle is smaller than zero is larger than the correction amount when the deceleration is larger than zero.

Images